Means for the water transport of liquids

ABSTRACT

A submersible fluid transporting watercraft which may be selfpropelled or towed and which is separable into segments with the segments having means for compensation for bouyancy and for shifting the segments one relative to the others to facilitate assembly and disassembly of a single unit. The invention further includes improved means for navigating ice covered waters which is capable of cutting through ice of substantial thickness or which can travel beneath the ice in waters of adequate depth.

United States Patent [191 Golay et it].

[ 1 Apr. 23, 1974 MEANS FOR THE WATER TRANSPORT OF LIQUIDS [76]Inventors: Marcel J. E. Golay, 116 Ridge Road,

Rumson, NJ. 07760; Amory H. Waite, Jr., 46 Monmouth B1vd., Oceanport,NJ. 07757 22 Filed: Mar. 10, 1972 21] Appl. No.: 233,765

Related US. Application Data [62] Division of Ser. No. 14,482, April 26,1970, Pat. No.

[52] US. Cl. 114/235 B, 114/40 [51] Int. Cl....'. B63b 21/56 ['58] Fieldof Search 114/235 R, 235 B, 235 A, 114/16 R, 16 E, 16 B, 77 R, 77 A, 40,41, 74 a T, .5 T, .5 R; 115/34 B, 20

[5 6] References Cited UNITED STATES PATENTS 1,500,000 7/1924 Lake114/40 746,606 12/1903 Toomey 114/16 B 1,813,248 7/1931 Mestice 114/77 R1,028,644 6/1912 Viersen 115/20 2,987,024 6/1961 Rush 114/.5 F 3,067,71212/1962 Doerpinghaus 114/74 T 3,478,711 11/1969 Combs 114/235 B2,369,034 2/1945 Farkas 115/20 151,774 6/1874 Grant 114/41 FOREIGNPATENTS OR APPLICATIONS 1,203,150 10/1965 Germany 114/235 PrimaryExaminer-Duane A. Re ger AssistantExaminerGalen L. Barefoot 5 7]ABSTRACT A submersible fluid transporting watercraft which may beself-propelled or towed and which is separable into segments with thesegments having means for compensation for bouyancy and for shifting thesegments one relative to the others to facilitate assembly anddisassembly of a single unit. The invention further includes improvedmeans for navigating ice covered waters which is capable of cuttingthrough ice of substantial thickness or which can travel beneath the icein waters of adequate depth.

8 Claims, 41 Drawing Figures PATENTED APR 2 3 i974 SHEET 2 OF 8 mgmggAPR 23 1974 SHEET u nr 8 v WENTEQAP N 1974 SHEET 7 [1F 8 mgmgmpn 23 mm31305729 SHEET 8 OF 8 MEANS FOR THE WATER TRANSPORT OF LIQUIDS This is adivisional of U.S. Application Serial No.

14,482, filed April 26, 1970 and now U.S. Pat. No. ti n of th power Thisinvention concerns the water transport of liquids and is especiallyadapted to the transport of oil through ice-choked waters such as areencountered in high geographical latitudes.

In the past the transport of oil has been effected by surface ships towhich great resistance to forward motion was offered by the need todisplace surface water thereby creating bow and stem waves. When theseships had to travel through ice-choked water, and especially so, underwinter ice conditions, they either required the services of a speciallydesigned icebreaker to make a path through the ice, sometimes in to footthick new ice, at such low speeds as 1 mile a day, or they required anice-breaker construction permitting them to provide their own surfacepassage through ice, but the inordinately long length required for largecargo made maneuverability of such craft among several different typesof normally encountered ice conditions so difficult that in such casesnot only would the services of an icebreaker be imperatively required,but even then success would not always be assured. The use of submarinetransport has been considered, but not yet tried and presents the doubledisadvantage of, firstly, requiring an inordinately large batterycapacity or nuclear propulsion for prolonged under ice travel, andsecondly, requiring a relatively thin vertical profile of inordinatelylow height and inordinately great width, in order to utilize existentdocking facilities which would be incredibly expensive to replace and inwhich a draft of the order of 30 feet is available, whilehaving a largeenough tank capacity to make the operation profitable.

By contrast, this invention provides surface and submersible flexiblemeans adaptable to the entire range of conditions normally encounteredin the frigid high latitudes, relativelyspeedy transport through thinnersurface ice and under thicker ice islands and icebergs, as well asefficient overall operation in conditions of heavy seas. I

. In one embodiment of the invention a single vessel is utilized andacts as both icebreaker and tanker. In another embodiment, the functionsof ice-breaking and fast propulsion on the one hand, and of large liquidcargo carrying capacity on the other, are separated, and are performedrespectively by what will be termed a power module" and a barge. It willbecome apparent from the description that the first embodiment isattained by the mere enlargement of the power module to include oilstorage compartments.

The above and other objects of the invention will become more apparentfrom the following description and accompanying drawings forming part ofthis application.

In the drawings:

FIG. 1 is a side view of the power module and the barge in normalunderwater travel with snorkel operation in accordance with theinvention;

FIG. 2 is a plan view of the structure shown in FIG.

FIG. 3 is a front view of the power module of FIG. 1 breaking ice of 1foot to 5 feet in thickenss;

FIGS. 4, 5, and 6 are cross-sectional views of FIG. 1 taken along thelines 4-4, 5-5, and 6-6 of FIG. 1;

FIG. 7 is a cross-sectional view of a fragmentary pormodule illustratingretractable conning tower;

FIG. 8 is a cross-sectional view of FIG. 7 taken along theline8-8thereof;

FIG. 8a is a cross-sectional view of the electromagnetically heldconning tower braces taken along the line 8a -8a of FIG. 7;

FIG. 9 is a side view of the stern. of the power module and the bow ofthe barge;

FIG. 10 is a plan viewof the rear of thepower module taken along theline 10--l0 of FIG. 9;

FIG. 11 is a rear view of the power module taken in the direction of thearrows llll of FIG. 9;

FIG. 12 is a front view of the barge taken in the direction of arrows12-12 of FIG. 9;

FIG. 13 is a fragmentary side view of the stern of the barge shown inFIG. 9;

FIG. 14 is a cross-sectional view of the barge taken along the line14-14 of FIG. 13;.

FIG. 15 is a rear view of the barge stern shown in FIG. 13;

FIG. 16 is a side view in partial section of a segment of the bargeshown in FIG. 9 and 13;

FIG. 17 is a cross-sectional view of the barge segment of FIG. 16 takenalong the line l7l7 thereof;

FIG. 18 is a cross-sectional view of the barge segment through theforward portion of the screw facilities housed in a nacelle and takenalong the line 1818 of FIG. 16;

FIG. 19 is a farther aft section of a barge segment through the batterycompartment of the nacelle and taken along the line 19-l9 of FIG. 16;

FIG. 20 is a still farther aft section of a barge segment through theengine room of the nacelle and taken along the line 20-20 of FIG. 16;

FIG 21 illustrates in plan view the first step in the assembly of twobarge segments;

FIG. 22 is a view of the barge segments of FIG. 21 taken along the line22-22 thereof;

FIG. 23 illustrates one type of assembly bolt for interconnecting bargesegments;

FIG. 24 illustrates the assembly bolt of FIG. 23 in the locked position;

FIG. 25 illustrates another type of bolt for segment assembly;

FIG. 26 is an end view of the assembly bolts after assembly of twosegments;

FIG. 27 illustrates diagrammatically two segments before first rotationprevious to first connection;

FIG. 28 illustrates diagrammatically two segments after first rotationand first connection;

FIG. 29 illustrates diagrammatically two segments after second rotationand second connection;

FIG. 30 illustrates diagrammatically two double segments, or half bargesafter first connection and before rotation;

FIG. 31 illustrates diagrammatically the completed barge after finalbolt connection.

FIG. 32 is a side view of a modified form of power module with thebarges or oil carrying elements adapted to be carried about theperiphery thereof, the barges in this view having been removed,

FIG. 33 is an end view of the structure shown in FIG. 32;

FIG. 34 is an end view of a set of barges intended to be carried aboutthe periphery of the structure shown in FIG. 32;

FIG. 35 is still another modification of the invention showing a sideelevation of a barge formed of individual horizontal sections ofdifferent configurations to form in assembly a streamlined self-poweredunit;

FIG. 36 is a front elevational view of the structure shown in FIG. 35;

FIG. 37 is an end view of the individual sections of the barge of FIG.35 in a disassembled but connected position for navigating shallowwater;

FIG. 38 is a transverse cross-sectional view of one of the individualsections of the structure shown in FIGS. 35 to 37 and showing theindividual compartments;

FIG. 39 is an enlarged cross-sectional view of one of the compartmentsshown in FIG. 38; and

FIG. 40 is a central longitudinal fragmentary crosssectional view of thecompartment of FIG. 39 with portions in elevation.

Referring now to FIGS. 1 and 2, which illustrate generally in side andplan views the snorkel operation of the power module towing the barge11, the numberal 12 denotes a watertight retractable conning towerraised for this operation and braced by braces 13 held in place byelectromagnetic clamps 14. Conning and snorkel operation of the powermodule in this configuration is insured through the conning tower andintake and exhaust ports 15 and 16. Retractable fins 17 serve tocontrol, in cooperation with suitable ballast tanks, not shown, thedepth, diving inclination and aspect and roll of the power module, 18are two of its four propellers, 19 are two of its four rudders, placedimmediately one each behind each propeller to insure maximumsteerability when in difficult ice. Four extensible and retractablelinks, supported by messengers carried by one of the upper hawsers 20and not shown, serve to provide the barge with power, air andcommunication with the power module.

The barge is made up by the assembly of four segments to which a nosepiece 22 and a stern piece 122 are affixed. Nose piece 22 can be broughtto nest into receptacle 22' which forms part of the power module, bymeans of towing hawsers 20 as will be detailed below. Each barge segmentby itself is an integral vessel with its own means of propulsion, theseveral essential elements of which will be shown in subsequentdrawings, as well as retractable radio and radar antennae, not shown,and means for normal overboard discharge of waste. Retractable divingfins 23 are shown as carried by two barge segments which in cooperationwith ballasting tanks serve to control the depth, inclination, aspectand roll of the barge. These retractable diving fins are located in eachsegment just below the edge of the port side flat portion. Also shown inFIGS. 1 and 2 are propellers 24 and rudders 25 of the barge segments.Not shown in FIGS. 1 and 2 but shown in FIG. 26 are, on the starboardflat side of each segment, compartmented sealing ridges which, incooperation with the port flat side of an adjoining segment whenassembled, divide the two adjoining flat portions into a multiplicity ofthin, watertight compartments which may be each individually pumped outas the segments are assembled, or filled by sea-valves or pumps toassist the disassembly of the segments.

As shown, the barge is a relatively large cylindrical body. Thisarrangement provides relative ease of assembly and disassembly of thebarge segments by means of the long parallel hinge construction shown.This departs from the tear-drop profile which would permit minimumresistance to motion, though it will be clear to those skilled in theart that a more streamlined profile could be utilized at the expense ofshortening the structure which would require more complicated assemblymeans, and would also increase hull diameter for equivalent capacity.

As shown in FIG. 1, conning tower or snorkel operation is well suitedfor open water, where it provides minimum resistance to motion at higherspeeds for both power module and barge, or through thin ice, typicallyup to one foot in thickness. For intermediate ice, typically from 1 to 5feet in thickness, ice plow 26 carried by the reinforced upper foreportion of the power module, illustrated in front view in FIG. 3 and insection in FIGS. 4 and 6 serves to lift and break up this ice, and throwit outwardly to provide an ice-free passage for the barge. Thicker ice,typically from 5 to 15 feet, can be broken by the reinforced lower foreportion 27 of the power module with the barge temporarily detached. Bowheight adjusting ballast tanks, not shown, serve to place the bow at theproper height for plowing ice upwardly or breaking ice downwardly.Alternately, and in the event of still thicker ice, the power module canretract its conning tower and proceed completely submerged, with thebarge nose nested in 22' or not, as reqired, to a point where ice isknown to be thinner or already broken. The functions of intelligencerequired to assist sight for the safe operation of the power module andbarge in these conditions can be accomplished by the well establishedtechniques of sonar, radar, laser radar and helicopters with foldableblades normally housed under watertight hatches in the power module, andwhen submerged, small pilot submarines of the order of a few feet inlength preceding the power module by several hundred yards and tetheredto it by cables of zero buoyancy which supply the power required fortheir propulsion, for the emission of the sound signals utilized by thepower module for the measurement of their azimuth and elevation, and theservoing operation of their directional controls.

FIGS. 7 and 8a illustrate the retractable conning tower in more detail.The outer portion of the conning tower consists of a cylindrical bodyhaving the crosssection illustrated in FIG. 8 and designed to provide acutting edge 29 effective against thin ice, as well as a streamlinedshape for minimal water resistance. Watertightness is provided by theseal 30. The lifting and retracting of the conning tower is provided byhydraulic lift 31 energized by motor and pump means 32. Snorkel intakeand exhaust are through ports 15 and 16 and lowered conduits 33 and 34.Vertical companionway 35 provides access to the control and commandspace 36 of the conning tower. As the conning tower is lifted braces 13lift freely, pulling behind them the armature 14 of electromagnets 37.After the conning tower has reached the desired height, electromagnet 37is energized by coils 37' and effectively clamps the position of thelower ends of braces 13.

FIG. 9 illustrates the method and means for connecting the power moduleto the barge and towing it, and FIGS. 10 and 11 are the plan and rearviews of the aft portion of the power module. Propulsion and steeringare effected through four propellers l8 and four rudders 19. Fourhawsers 20 are reeled out from four reels 38. Not shown is a fifth reelfor paying out barge supply links 21. All five reels are designed forimmersion below nominal ice-island depth and are energized throughwater-tight seals not shown. Extensible and retractable cranes 39 areutilized to assist the initial connections to the barge which is thenclose up to the stern of the power module, after which the hawsers arereeled out or withdrawn as required with the barge assisting with itsown propellers. The barge may assist in this operation by lifting itsnose or stem and rolling on one side or the other to bring upsuccessively its several towing rings, using for this procedure itsseveral ballast and balancing tanks as will be detailed below.

FIG. 12 illustrates the fore portion of the assembled barge, showingnose piece 22 in which provisions are made for the through connectionsof barge supply links 21, and the four towing rings 40 for connectinghawsers 20. Nose piece 22 can be nested in the receptacle 22', heavilylined with resilient material 22", by drawing up hawsers 20 for thepurpose of forming an articulated assembly of the power module and thebarge when conditions demand careful and precise maneuvering of theassembly. I

The four segments forming the completed barge each have its ownpropulsive, maneuvering, and other selfsustaining means as will bedescribed below.

FIG. 13 illustrates the rotatable nacelles 41 of two barges. Thesenacelles house control facilities, power plant, battery-charginggenerator plane and crews quarters and each is equipped with a propellerand rudder. As each segment can rotate on itself, each nacelle can begiven a counter rotation designed to keep crews quarters, batteries andrudder in a proper upright position, as will be described below.

FIG. 14 illustrates a cross-section of the assembled barge showing thearrangements of the tanks. In each segment there are shown threebalancing tanks of equal capacities 43', one ballast tank 43, and threecargo tanks 44. The three equal balancing tanks, the total content ofwhich is one and one half tankfuls, control the rotational positioningof the segments or pairs of segments for assembly purposes, and of theassembled barge to assist connection with the power module. As thiscontrol is effected by transferring liquid from one balancing tank tothe other, these tanks also may be used for liquid cargo, during cargoruns, and contain sea water on return voyages. The ballast tanks on theother hand must be filled or blown as the needs for diving or surfacingarise, and hence must be used for sea water only. In each segment theballast tanks are located near the narrow flat portion which will betermed the deck" of the segment and which emerges when the segmenttravels as an individual vessel. In principal there should be, in eachsegment, a minimum of two ballast tanks to control the nose height i.e.,fore and aft balance of the barge, and in practice, these two ballasttanks as well as the three balancing tanks will be com partmented inaccordance with principles of good submarine naval architecture.

FIG. 15 is a rear view of the assembled barge and illustrates allnacelles in their'normal positions for operation which provides maximumeffectiveness of the barge rudders when the barge propellers arepowered. Quartered stern cone 122 is shown in place with its snorkelconnections.

FIGS. 16 to 20 illustrate the general arrangement of a barge segment inposition for travel as an individual vessel, between loading orunloading areas and assembly and dis-assembly points. The upperbalancing tank 42 is shown divided into several compartments which areconnected through pumps to the corresponding compartments of the twobalancing tanks 42 in the same fore and aft locations. Ballast tank 43is likewise partitioned into compartments which can be individuallyfilled or blown. Alternately, water may be transferred between fore andaft ballast tanks to control the nose height or the fore and aft angularposition of the segment, or of the assembled barge. Companionway 45 ofcircular cross-section is located in the approximate center of eachsegment. The remaining portions of each segment are utilized for cargo,with the exception of small spaces near the top which are utilized forpower and communication cables and for air intake and engine exhaust.

FIG. 17 shows in cross-section the several tanks, the companionway andthe cable and air intake and exhaust spaces.

The stem of the segment houses the rotatable nacelle, on bearing rings48, within which are the crew facilities and a small power plantdesigned to give the segment, when used as an individual vessel, lowspeed propulsion to and from the loading and unloading points and toprovide steera'ge-way when decoupled from the power module duringice-breaking operations. Also housed within the nacelle are thebatteries designed to give the assembled barge the power required forpropulsion if accidentally detached while submerged. Sections shown atFIGS. 18, 19, and 20 are respectively taken through the screwcompartment, the battery compartment, and the generating and propulsivepower plant compartment. The rotation of the nacelle is effected throughelectric motor 46 coupled to the nacelle through pinion 47 andtooth-wheel 48. The motor 46 as well as all pump motors and otherpowered devices outside the nacelle incorporate a lubrication systemcapable of 360 rotation around fore and aft axes. Communication with andpower from the power module are provided through cables 49 and airintake for the crew and the engines is through airduct 50, and rotatingmanifold 50. Power and communication cabling isnot shown. Used air andengine exhaust is through duct 51, manifold 51' and ;demountable snorkel52. For underwater travel during which power is obtained from powermodule so that the internal combustion engines are not used, air exhaustis through a small compressor not shown. Also shown on FIGS. 17 to 20are two stabilizing, hullstrengthening keels 52' on each segment.

For surface travel a portable controlhouse 53 communicating with thesegments central control communication center in the nacelle and theremainder of the segment and all other segments in any assembly throughcable 53 is placed on the deck by an assisting lighter not shown in thedrawing. A second location for a control house in the fore portion ofthe apex of the segment is provided but not shown. Other controlstations connecting positions, not shown, are provided on the starboardlarge flat side of each segment and on the outer surface of its hull, tobe used during the assembly operation, or when double segments are to beutilized, in rivers or otherwise, as individual liquid transport. Theprovisions of these control points, similar to the provision of theconning tower of a submarine, present no unsolved difficulties and arewithin the scope of conventional naval architecture.

FIGS. 21 and 22 illustrate the methods and means of joining two bargesegments into a half barge. The balancing tanks are utilized as will bedescribed below to cause the segments to roll 45 so as to have the portflat face of one with its male hydraulic hinge mechanism abreast of thestarboard flat face of a second one, with its female hydraulic hingemechanisms, and in a horizontal plane as shown in FIG. 22. At thisjuncture spring lines 54 are arranged so they do not interfere withhydraulic hinges and are extended between turkheads and winches of thetwo vessels, so recessed in each hull that no interference exists afterassembly, are used to bring the two segments in closer proximity, whilesuitable fenders, not shown, are used to prevent hull damage from waveaction. When the straight portions of the outer edges of the twosegments are in the proper position, bolt 55 of hydraulic hinge lock ofa first type shown in FIG. 23 is moved home in female portion 71 bymeans of the springlines and winches, and when its position is signalledby telltale 59, the second bolt 55' is sent home by means of hydrauliccylinder 56 and piston 57 which causes bolt 55 to enter aperture 58,thereby locking the two segments at one point and preventing anysideways motion of the two segments, as illustrated in FIG. 24. Thisalso operates telltale device 59 which signals the successful end ofthis part of the operation to the control house. Further taking up ofthe spring lines insures that the remaining portion of the straight edgeof the hulls of the two segments are aligned whereupon single endedbolts of the male portions 72 of hinge of a second type as shown in FIG.25 are also sent home, in the female portions 73, firmly tying togetherthe two segments except for the 1 of freedom left which permits them torotate with respect to each other along the axis defined by the boltsoperated thus far. The hinge thus formed serves to stiffen the twosegments against any bending of one with respect to the other, whileacting as a hinge for the two segments.

After this initial operation, liquid is transferred between thebalancing tanks within each of the two segments so as to cause thehinged portion of the two hinged segments to sink while the two formerlyhorizontal flat portions of the segments rotate around the hinge towardeach other. This operation can be assisted by spring lines and, as thestarboard sealing ridges described earlier begin to touch the flat portside of the adjoining section, this operation can be further aided bythe pumps provided to empty the compartmented space between thesegments, until the two deck edges 60 of the two segments are in theproper position to lock them together by means of bolts of the secondtype distributed along edges 60. Further, bolts of the second typedistributed along the curved portions of the outer edges of the segmentsare then sent home to strengthen and complete the entire assembly. Otherpumps may be utilized to pump water into the compartmented space betweensegments to assist the disassembly operation.

In order to promote maximum interchangeability of the segments, the maleportions of the bolts are on the port side of each segment, forinstance, and the female portions are on the starboard side.

While the assembly of the two segments has been shown here to beeffected by means of bolts, it will be realized that other means may beutilized, such as, for instance, a multiplicity of fixed bolts in onesegment fitting into a multiplicity of corresponding V-shaped pieces inthe other segment, and a multiplicity of short hawsers and associatedwinches extending along the entire periphery of the flat portions of thesegments to be connected together. Whether hydraulically operated bolts,or fixed bolts, V-shaped pieces and hawsers, or a combination of both,or even electromagnetic means are utilized to bring together and holdthese edges will depend upon design considerations, and it is notintended to restrict this invention to the use of any specific type ofbolt.

FIG. 27 illustrates the normal orientation of two segments whentravelling to and from the assembly points, and 61 indicates theapproximate waterline in these conditions. It will be noted that thedraft required for these segments is approximately one-third thediameter of the assembled barge. Typically said draft will be 30 feetwhen the diameter of the assembled barge is 90 feet, said diameter beingadequate for the efficient transport of, typically, l60,000 tons ofcrude oil.

When the segments are about to be assembled, their ballast tanks arefilled until the waterline is as illustrated at 62, and then they areassembled as illustrated in FIGS. 27 to 31 which show the use of thebalancing tanks in that operation. It is predicated that after theballasting tanks have been filled for near submersion, the centers ofgravity of the segments without the contribution of the liquid in thebalancing tanks coincide approximately with their respectivemetacenters, so that the liquid in the balancing tanks can serve toplace the center of gravity of each segment in any position of thesegment with respect to its metacenter, and adequately distant from itfor stable balancing. Under these circumstances, the two segments shownin FIG. 27 will be in the position indicated when the two lower tanksare each filled to percent capacity, it being recalled that the threetanks of equal capacity are 50 percent filled on a time average. Asliquid is transferred from one of the lower tanks to the other, asindicated by the arrows of FIG. 27, the decks of the two segments willtip away from each other, until their respective starboard and port flatsides are horizontal, when the balancing tanks are filled as indicated.The two segments are then hinged, after which they are rotated towardeach other by transferring liquid as shown by the arrows of FIG. 28until the situation shown in FIG. 29 obtains, at which point theremaining assembly means are effected as described earlier. The otherhalf barge having also been made by the assembly of two segments, andthe two half barges having been hinged as illustrated by FIG. 30 withedges adjusted vertically by balancing tanks as required for thisfunction, liquid is transferred between the tanks in the direction ofthe hinge, as shown by the full arrows, and subsequently, for two of thefour segments, as shown by the dashed arrows and finally, as shown bythe dotted arrows, until the situation shown in FIG. 31 has beenachieved. It

must be understood that the percentage filling figures I shown in FIGS.27 to 31 for the several angular position of the segments areapproximate, and that the eventual figures will be those determined bythe specific design. It must be understood also that nose and stempieces are assembled after this to effect a complete assembly at whichtime necessary cable and air duct connections from the power module aremade.

A further modified embodiment of the invention is shown in FIGS. 32through 34. In this form of the invention, the power module 80 has arounded nose 81, a tapered aft portion 82 having propellers 83 and anarrowed central portion 84 about which oil carrying segments orsections are normally carried. The segments denoted by the numeral 85are shown in end elevation in FIG. 34 and are releasably hinged one tothe others at 86. The position of the segments in FIG. 34

facilitates navigation of shallow water, and while under normalocean-going conditions, they are carried securely about the narrowedmodule section 84. The segments 85 each carry suitable fluid carryingtanks, fluid balancing tanks and bouyancy control tanks as may bedesired together with appropriate means for shifting the positions ofthe segments for assembly of the segments about and removal from themodule 80.

The embodiment of the invention shown in FIGS. 35 through 40 is asegmented or longitudinally sectioned submersible module or barge and isgenerally denoted by the numeral 90. It consists of longitudinalsegments with the top and bottom segments being denoted by the numeral91 while the intermediate segments are denoted by the numeral 92. Eachof the segments 91 and 92 are releasably hinged one to the others at 93,are completely separable and include means for varying their buoyancyabout zero value. More specifically each segment includes a plurality ofcompartments 94, 95, and 96. Each compartment includes an oil gravitycompensating tank 97 and one or more tanks 98 for ballast or machinerysuch as pumps and the like as may be desired. By dividing each segmentinto compartments which are multi-sided such as square or hexagonal andwith the bouyancy of each compartment approximately zero, the mechanicalsupport for the compartments is greatly minimized since a decrease incompartment height or width by a factor of 2 reduces the strengthrequirements by a factor of 4. The oil gravity balancing tanks 97 mustbe of sufficient size and weight relative to the volume of theassociated compartment to enable the specific gravity of the compartmentto be maintained near that of sea water. Two sets of three balancingtanks 198 are shown.

The invention described above embodies a module to be towed which isseparable into longitudinal segments. It is understood, however, that itmay be formed of separable longitudinal portions of other configurationsprovided, however, that such portions are joinable to form asubstantially unitary module. Accordingly, the word segment as used inthe claims is intended to mean a portion of the module having anydesired configuration.

While only certain embodiments of the invention have been illustratedand described, it is apparent that alterations, modifications andchanges may be made without departing from the true scope and spiritthereof as defined by the append-ed claims.

What is claimed is:

1. A submersible fluid transporting Watercraft comprising a smoothstreamlined outer shell, a retractable conning tower, ice cutting meansat the bowof said craft, said ice cutting means forcing said iceupwardly and outwardly of said craft, means for driving said craft, afluid carrying module, means releasably coupling said module to saidwater craft, said module being formed of a plurality of individuallongitudinal segments and means releasably securing said segments toeach other, each of said segments including fluid carrying tanks, aplurality of fluid balancing tanks, means for transferring fluid fromone balancing tank to another and at least two bouyancy controllingtanks, and said releasable securing means comprises releasable hingingmeans along the longitudinal edges of said segments.

2. A submersible fluid transporting watercraft according to claim 1wherein said craft includes a concave receptacle carried by the sternand said module includes a convex nose resting in said receptacle forpivotal movement of the craft and module.

3. A submersible fluid transporting watercraft according to claim 1wherein the center of gravity of each segment with said fluid carryingtanks and said bouyancy tanks full approximately coincides with itsmetacenter whereby angular position of said segment about itslongitudinal axis can be changed through approximately 360.

4. A submersible fluid transporting watercraft according to claim 1including water sealing means carried by said segments to seal thesegments.

5. A submersible fluid transporting watercraft according to claim 4wherein said segments include companionways all watertight hatchesclosing said companionways whereby said hatches may be opened betweenjoined segments to provide access from one segment to the other.

6. A submersible fluid transporting watercraft according to claim 1wherein each-segment includes indi- 8. A submersible fluid transportingwatercraft according to claim 7 including means for simultaneouslycontrolling the propulsive and steering means of at least two joinedsegments from a single location.

1. A submersible fluid transporting watercraft comprising a smoothstreamlined outer shell, a retractable conning tower, ice cutting meansat the bow of said craft, said ice cutting means forcing said iceupwardly and outwardly of said craft, means for driving said craft, afluid carrying module, means releasably coupling said module to saidwater craft, said module being formed of a plurality of individuallongitudinal segments and means releasably securing said segments toeach other, each of said segments including fluid carrying tanks, aplurality of fluid balancing tanks, means for transferring fluid fromone balancing tank to another and at least two bouyancy controllingtanks, and said releasable securing means comprises releasable hingingmeans along the longitudinal edges of said segments.
 2. A submersiblefluid transporting watercraft according to claim 1 wherein said craftincludes a concave receptacle carried by the stern and said moduleincludes a convex nose resting in said receptacle for pivotal movementof the craft and module.
 3. A submersible fluid transporting watercraftaccording to claim 1 wherein the center of gravity of each segment withsaid fluid carrying tanks and said bouyancy tanks full approximatelycoincides with its metacenter whereby angular position of said segmentabout its longitudinal axis can be changed through approximately 360*.4. A submersible fluid transporting watercraft according to claim 1including water sealing means carried by said segments to seal thesegments.
 5. A submersible fluid transporting watercraft according toclaim 4 wherein said segments include companionways all watertighthatches closing said companionways whereby said hatches may be openedbetween joined segments to provide access from one segment to the other.6. A submersible fluid transporting watercraft according to claim 1wherein each segment includes individual propulsive, steering andpiloting means.
 7. A submersible fluid transporting watercraft accordingto claim 6 wherein said propulsive, steering and piloting means arecarried by a rotatable nacelle.
 8. A submersible fluid transportingwatercraft according to claim 7 including means for simultaneouslycontrolling the propulsive and steering means of at least two joinedsegments from a single location.